E17H RAIL WHEEL INSPECTION PURPOSE AND SCOPE This Procedure applies to all items of rolling stock purchased or acquired through hiring or other means by Laing O Rourke for the railway operations they will be engaged in throughout Australia. The purpose of this Procedure is to advise Laing O Rourke personnel involved in rail wheel inspections of the processes to be applied for the inspection of rail wheels. PROCEDURES Inspection Procedure The following general procedure relating to daily and periodical inspection/maintenance, along with the specific measurement limits and techniques must be adhered to. Daily Pre-Travel and Pre-Work Inspection Visual Inspection - General A visual inspection will be undertaken by the operator prior to commencing operations. Where a visual inspection indicates that the condition of the wheel may be approaching or exceeding any of the limiting parameters, the wheel must be checked for contour, flange condition and rim thickness using the steel wheel gauge. Wheel Flange Inspection Particular attention should be given to the form and condition of the wheel flange because of the potential for rail climb and derailment caused by either worn, irregular or deformed flanges check for conditions such as: Arises Wear grooves Machining marks Steps Sharp flange angle. This is just as important for the crest and back of the flange as it is for the running surface of the rail side. The flange and tread should be inspected for thermal cracks, spalling, skid flats, scaling and tread wear.
Determining severity of defects In determining the severity of any defects found a table is contained in Attachment 1 to this Procedure. This table also gives advice on speed restrictions that apply to defective wheels or when the wheel is not to be used until the defect is rectified. Wheel inspections performed as daily inspections or part of normal inspections may not generally cover the full wheel because of practical limitations on the access to all parts of the wheel. However, if any defects are identified during this inspection the whole wheel must be closely examined. Tread defects Wheels should be regularly inspected for tread defects include wheelskids, spalling and thermal cracking. Action should be taken in accordance with the table from the contained in Attachment 1 to this Procedure. Periodical Inspection and Maintenance Wheelset inspections must be carried out at each six monthly / 500 hour inspection (whichever is the sooner) and must include checks on: Profile Flange width, height, angle Rim thickness Tread condition General physical condition, including tread hollowing The wheels, or wheel sets, will require repair or replacement if limits referred to in the following sections are exceeded. These measurements must be recorded on the Rail Wheel Inspection Form (E-T-8-1917H) and retained on the asset file,for the life of the vehicle. Wheels are also to be inspected for any visible indication of lateral displacement or rotation on the axle wheel seat. A back-to-back measurement and inspection of the wheel axle contact area should indicate if the wheel is out of position. When required to measure wheel sets, the Select fitter must complete E-T-8-1917H Rail Wheel Inspection. Limiting Parameters of Rail Wheels fitted to Tampers & Regulators Reference: Example - TfNSW RSU 212 Maximum permissible flange height above tread running surface Maximum permissible tread hollowing: Minimum permissible flange thickness Minimum recommended flange angle 1:6 Minimum permissible rim thickness: Maximum permissible variation in wheel tread diameter between wheels: 35 mm 3 mm 19 mm 20 mm
On the same axle (when new or re-turned) On the same drive axle In the same bogie In the same vehicle 0.5 mm 0.25mm 25 mm 60 mm Limiting Parameters of Rail Wheels fitted to Road/Rail vehicles Maximum permissible flange height above tread running surface Maximum permissible tread hollowing: Minimum permissible flange thickness Minimum permissible rim thickness less than 5 tonne axle load greater than 5 tonne & less than 20 tonne axle load Maximum permissible variation in wheel tread diameter between wheels on same vehicle where there is a solid axle. For independent wheels - not applicable: 35 mm 3 mm 19 mm 14 mm 20 mm 1 mm Limiting Parameters of Rail Wheels fitted to Trailers Maximum permissible flange height above tread running surface Maximum permissible tread hollowing: Minimum permissible flange thickness Minimum permissible rim thickness less than 5 tonne axle load greater than 5 tonne & less than 20 tonne axle load Maximum permissible variation in wheel tread diameter between wheels on same vehicle where there is a solid axle. For independent wheels - not applicable: 35 mm 3 mm 19 mm 14 mm 20 mm 5 mm Application of Rail Wheel Gauge The gauge must be inspected for any obvious sign of damage prior to use. If found to be damaged, return to the nearest Select Workshop for replacement. Record all measurement taken on the relevant form (E-T-8-1917H).
Application of the Steel Wheel Measuring Gauge The gauge must be inspected for any obvious sign of damage prior to use. If found to be damaged, tag out of use The Fitter is to place the serial number of any gauges used on the Rail Wheel Inspection form. This gauge is not a condemning gauge but is used to monitor the wear of wheels. When the measurement approaches the condemning criteria the Standard Wheel Condemning Gauge can be used to verify the result. The following demonstrates how each measurement type must be taken. Rim Thickness Position the steel wheel gauge against back of flange, at right angle to tread face, with base of gauge pointing towards centre of wheel. Whilst ensuring gauge is against back of wheel, take measurement at point indicated on Figure 7.
35 20 25 30 35 H HEIGHT 35 33 28 W Measure here 10 20 30 40 50 60 70 80 (Condemn limit < 20mm for axle loads up to 25 tonne) Figure 7: Use of Steel Wheel Measuring Gauge - Rim Thickness Flange Width Without moving stock of gauge from above position, rotate swing arm until it touches the inner face of flange. The measurement point is the arrow at W. Condemn limit is 19 mm. HEIGHT 35 33 28 20 25 30 W H 10 20 30 40 50 60 70 80 Figure 8: Use of steel wheel measuring gauge - Flange width. Flange Height Leaving stock of gauge in the above position, rotate swing arm in a clockwise direction until it contacts the top of flange. The measurement point is the arrow at H. The scale on the gauge is read in millimetres. Note that the term Tread Wear and Flange Height is used concurrently by industry to describe the radial difference between a point at the extremity of the flange and a point at the centreline of the wheel tread. The standard gauge reads the flange height directly. Condemn limit maximum 35 mm.
H E FLANGE ANGLE IF THE FLANGE TOUCHES THE GAUGE ABOVE THE SLOT ON FACE E THE WHEEL IS CONDEMNED 35 20 25 30 35 33 28 W 10 20 30 40 50 60 70 80 Figure 9 Use of steel wheel measuring gauge flange height Tread Hollowing Visual examination of the wheel tread is necessary to determine the presence of hollow tread. This condition results in the loss of effective wheel conicity that produces high flanges and significantly reduces the tracking ability of a bogie. The amount of tread hollowing is measured by applying a straight edge across the wheel tread so that the inner edge is near the root of the flange and 90 mm from the rim face. The gap between the straight edge and the wheel tread is measured and if it is more than 3 mm, the vehicle must be marked "For Repair". The straight edge may be any convenient item, the extended leg of the standard wheel gauge being a suitable device. No speed restriction is required. Figure 10 Measurement of hollow tread On a new profile, the tread surface is flat at a gradient of 1:20 fall toward the inside rim face away from the flange. The wheel will wear on the contact band between the wheel and the railhead and hence tread hollowing will develop. Wheel Set Back-to-Back Gauge The back-to-back dimension of a wheel set must be checked: at all scheduled inspections after any derailment at any other time the wheel condition may indicate a bent axle or incorrectly positioned wheel.
These conditions are sometimes indicated by visible misalignment in wheel rotation or uneven wear patterns on the flange or tread. The back-to-back dimension must be gauged at not less than three (3) locations equally spaced around the rim of the wheels, at a point 40mm below the outer circumference of the wheel flange and should be within the range of: Narrow Gauge (1067mm, 3ft 6 in) Back to back gauge = 990 to 992mm Standard Gauge (1435mm, 4ft 8 ½ in) Back to back gauge = 1357 to1360mm Broad Gauge (1600mm, 5ft 3 in) Back to back gauge = 1523 to 1525mm The back-to-back dimension shall be measured from the flat gauge side face of the wheel tread ensuring that the radius leading to the flange is not included in the measurement. Where flexitore are fitted the measurement shall be recorded at the interface with the rail. A measurement at the top of the wheel set shall be taken and must be within the Hi-Rail OEM specifications. If an OEM specification is not available the Asset Manager Rail is to ensure one is in place before the Rail plant goes into service. A variation of 3 mm or more between any of the back-to-back dimensions on a single wheel set may indicate a bent axle or distorted wheel and further examination is required. This wheel set must be forwarded to an appropriate repair facility for further inspection (e.g. checking by spinning between centres, run-out with dial gauges.)(checked un-laden) BACK TO BACK GAUGE Figure 11 Locating back-to-back gauge
Figure 12 Back-to-back gauge Wheel Set Derailments Whenever a wheel set is involved in a derailment or similar incident, each wheel must be given a thorough examination to identify any potential defects that may have resulted. Such examination must include a complete back-to-back gauge check of each wheel set involved in the derailment and measurement recorded on Rail Wheel Inspection Form (E-T-8-1917H). The examination should also include a bearing rotation test to assess whether any bearing damage has occurred. Approval for the wheel set to continue in service must be given by the Asset Manager Rail Periodical Inspection and Maintenance Examine all wheels for major damage, such as a shattered rim, or a cracked web (plate), rim or hub. In the event of such a defect, the affected bogie must be changed out on site. The defective area on the wheel must be marked and a tag attached to the axle identifying the following: Description of Fault: Axle No. Track machine No. Date: Reported By: Matching Wheel sets If a single wheel set on a bogie is replaced the diameter of the wheels on the replacement wheel set must not differ from the diameter of the wheels on the other wheel set on the same bogie by more than 25mm. No two wheel sets on the one vehicle may have wheel diameters differing by more than 60mm.
Inspection Check List: Structural cracking in side frames and bolsters. Wear of axle boxes or package unit bearing adaptors. Loss of bearing lubricant. Security of axle-box or package unit bearing fixings. Wear and security of shock absorbers if fitted. Condition of side-bearers. Adjustment of side-bearer clearance. Structure: Visually examine the side frames and bolsters for structural cracking. Note the most likely location of cracks. If cracking is evident in either bogie, then the bogie must be changed-out. Bearings: A visual inspection of all roller bearing should be made in accordance with AAR inspection requirements. All bogies are fitted with roller bearings. In most cases the roller bearings are in full axle-boxes, while the remainder consist of double taper roller bearing package units. In some cases the package units are totally surrounded by the side frame casting, while in other cases the package units are fitted into conventional pedestal openings. Check axle end cap for missing lubrication fittings or plugs, cap screws, set screws in the axleboxes or package units for tightness. Where necessary, remove locking wires, or straighten tab washers, tighten the bolts or cap screws, and re-apply the locking wires, or tab washers. Visually inspect for damage or wear to end cap from a displaced (cocked) adapter. Inspect all axle-boxes or package units for loose backing rings and for excessive wear of the boxes or adaptors, or of the mating faces on the side frames. If the amount of wear on the adaptors exceeds 3mm or other faults are found the wheel set and/or bogie must be replaced. Inspect for loose or damaged seals, Excessive accumulation of fresh grease around a seal may indicate a loose, damaged or defective seal remove the bearing from service if you identify the following conditions: A seal that can be moved laterally (back and forth) or rotated by hand. A seal that is cocked out of position in the bearing outer ring A seal that is bent damaged from an external source Seal lips that are damaged
Figure 13 Axlebox bearing & Package unit roller bearings (example only) Check for cracked broken or loose outer rings (Bearing Cups) Inspect for loose backing ring. If a backing ring can be moved or rotated by hand, remove the bearing from service. Check that the ring has not been damaged by a displaced (cocked) adapter. As these pads and adapters are used to locate the wheel sets the pads must be in good condition. If any faults are found the bogie must be replaced. To conduct repairs and wheel set replacement, contact the Select and remove the machine from service, isolate the track machine. First remove the end cover of the bearing unit, and examine the condition of the bearing cages, rollers and races. If any components show signs of damage, then the wheel set must be replaced. In the case of a package unit in which the cap screws in the end of the axle are found to be loose, the cap screw seal rings are to be removed. If the heads of the cap screws are painted white, then these seals have already been removed. Package unit cap screws must be tightened to the specified bolting torque of 190-200 Nm (140-150 ft. lb.). The wheels, or wheel sets, will require repair or replacement if limits referred to in Section 8 are exceeded. These measurements must be recorded on the Rail Wheel Inspection Form and retained on the asset file or suitable register for the life of the vehicle. Wheels are also to be inspected for any visible indication of lateral displacement or rotation on the axle wheel seat. A back-to-back measurement and inspection of the wheel axle contact area should indicate if the wheel is out of position.
REGULATIONS, GUIDES AND STANDARDS Rail Safety National Law ONRSR Guideline Preparation of a Safety Management System RISSB Standards relating to rolling stock as under: AS 7514.4 - Wheels AS 7517.4 - Wheelsets Network owners Rolling Stock Standards Network owners Train Operating Conditions Manual (Where relevant) Manufacturers standards and operators manual AS 4292.1 & 3 FORMS, TEMPLATES A ND REPORTS The following Documents will be retained / produced in accordance with this Procedure: Engineers Reports as required Rail Infrastructure Managers Registration Rail Wheel Inspection Form - E-T-8-1917H Terminology: FLANGE THICKNESS FACE ANGLE RIM THICKNESS FLANGE HEIGHT RIM WIDTH TREAD DIA. HUB DIA. BORE DIA.
RIM RUNNING FACE FLANGE FLANGE THROAT OR ROOT RADIUS BACK OR INNER FACE TREAD CHAMFER / RADIUS RIM FACE CONDEMN GROOVE WEB BOSS OR HUB BORE